brown



R. M. BROWN.

CONTROLLING MECHANISM FOR LOCOMOTIVE BOOSTER MOTORS.

APPLICATION FILED APR.2s,192o.

1,398,536. Patented Nov. 29, 1921.

3 SHEETS-SHEET 1.

RA Ml CONTROLLING MECHANISM FOR LOCOMOTIVE BOOSTER MOTORS.

APPLICATION FILED APR.28| 1920. 1,398,536.

Patented Nov. 29, 1921.

3 SHEETS-SHEET 2.

n. M. BROWN; CONTROLLING MECHANISM. FOR L'OCOM'OTIVE BOOSTER MOTORS.

Patented Nov. 29, 1921.

3 Swans-sun 3.

APPLICATION FILED APR; 28, I920.

UNITED STATES PATENT QFFiQE.

RAY M. BROWN, 0F YONKEB$, NEVJ YORK, ASSIGNOR TO HOVJARD L. INGERSOLL,OF WHITE PLAINS, NEW YORK.

CONTROLLING MECHANISM FOR LOCGMOTIVE BOOSTER-MOTORS.

-' Specification of Letters Patent.

Patented Nov. 29, 1921.

Application filed April 28, 1920. Serial No. 377,144.

To aZZ who m tt may concern Be it known that I, RAY M. Brown, a citizenof the United States, residing at Yonkers, in the county oi"/Vestchester and State of New York, have invented bertain new and usefulImprovements in Controlling Mechanism for Locomotive Booster-Motors, ofwhich the following is a specification.

My invention relates to an auxiliary or booster motor for locomotives,such as is described in the application of Howard L. Ingersoll, filedMay 22, 1919, Serial No. 299,037 (patented as Patent No. 1,339,395, May11, 1920,) for aiding the main driving mechanism under certain runningconditions of the locomotive, more especially in starting the locomotiveand driving the same at low speeds; and the object of the invention isto provide a new and improved apparatus for governing the application ofmotive power to the booster motor through the manipulation of theinstrumentalities employed for controlling the main driving means of thelocomotive, whereby the booster is put into operation and maintained inoperation when and only when the additional propulsive force, which itis designed to supply is required. The controlling apparatus of thisinvention is concerned more parti rly with a steam actuated locomotivehaving the usual reverse and throttl levers, and with a steam actuatedbooster (although Lire invention is not of necessity confined tea powerplant such as this) and is illustrated in connection with a steamlocomotive or" a common type having an axle, normally idle, which isadapted to be driven by the booster motor at such times as it isdesirable to increase the tractive power of the locomotive. Theinvention, employed in this connection, provides, in combination,preferably with certain controlling devices associated with the reverselever which are shown in the application Serial No. 299,037 abovereferred V to, and are not claimed per se herein, a novel and simpleapparatus ior controlling the admission of steam to the booster enginewhen steam is admitted to the main cylinders of the locomotive butwhich, however, permits the throttle lever oi the locomotive to bemanipulated without affecting the control valve of the booster when thelocomotive is running under conditions not requiring the additionaltractive power designed to be supplied by the booster, for example, whenit is running at a speed in excess of a predeter mined speed, ten ortwelve miles an hour, for instance.

In the drawings,

Figure 1 is a fragmentary elevation, with parts in section, illustratingthe application of the booster and its controlling apparatus to asteamlocomotive of familiar type.

Fig. 2 is a diagrammatic view, with parts shown in section, toillustrate the operation of the controlling apparatus a whole, no eiiortbeing made in this figure to show the various devices comprising thiscontrolling apparatus in the positions in which they would be placedupon an actual locomotive.

Fig. 3 is a fragmentary view corresponding to a portion of the diagramdesignated as Fig. 2, but with the parts in dilierent relativepositions. A

F l is a view, in elevation, or the loco 7 'motive throttle lever, thebooster throttl valve and the connections between the same.

Fig. 5 is a longitudinal sectional view of a valve actuated by thereverse lever or the locomotive for governing the supply of pressurefluid to the mechanism for etiecting the control. of the booster motor.

Fig. 6 is a similar view of another valve device forming part of thecontrolling ap paratus, and

Fig. 7 is a similar view of the booster throttle valve and associatedparts Like characters of reference def mate like parts in the severalfigures ot the drawings.

Referring to the drawings, 10 designates the boiler 0:5 the locomotive,11 its steam dome and 12 the dry pipe leading from the steam dome to themain cylinders of the locomotive, the dry pipe being provided with theusual throttle valve 13 operated by a link mechanism 14 which isconnected with the throttle lever 15 pivoted at ltto a fulcrum member 17on the back head 18 of the boiler. The throttle valve and itsconnections may be of conventional design and do not require 100detailed description.

The main driving wheels oi. the locomotive are indicated at 19. T hebooster motor, in the embodiment oi the int-cation shown,

upon the trailer truck 22, but neither the construction of the motor northe means employed for mounting it on the locomotive form any part of myinvention so that detailed description thereof is unnecessary.

The booster motor is intended to be operatively connected with axle 21only at certain times during the running periods of the locomotive, forexample, when the locomotive is started and being propelled atrelatively low speeds. When the locomotive attains a given speed, sayten and twelve miles an hour, the booster is disconnected from axle 21which thereafter runs idly. Any suitable means may be employed forestablishing and disestablishing the driving connection between thebooster and the axle 21. I have shown, for this purpose, apparatussubstantially the same as that disclosed in appliczuion Serial No.299,037 above mentioned, which apparatus is constructed as follows: 25is a sha t journaled in hearings in the trailer truck 22 and adapted tobe driven by the booster motor. This shaft has fixed thereto a gearwheel 26 adapted to mesh with a gear wheel 27 carried by arm 28 pivotedto shaft 25, the gear 27 normally standing out of mesh with a gear 29 onaxle 21 but adapted to be meshed therewith by means of a toggle device,the articulated members 30, 31 of which are given angular movement withrespect to each other by means of a fluid pressure actuated device Bcomprising a rod 32 fixed to a piston 33 ar ranged in a fluid pressurecylinder 3 1, a coiled spring 35 in the bonnet 36 of the cylinder actingto force the piston 33 to the bottom of the cylinder (shown in thedotted line position in Fig. 2) when the cylinder is not under pressure.Preferably compressed air is employed as a pressure fluid. 37 designatesa compressed air supply tank and 38, 39 a pipe leading therefrom to thebottom of cylinder 34%. As in the application above re ferred to, theadmission of fluid pressure to the cylinder 34; is conditioned upon thereverse lever 40 of the locomotive being set to a certain position. Instarting the locomotive the engine man customarily sets the reverselever to an extreme position on the quadrant, designated ell in thedrawings. In accordance with the control scheme herein shown the settingof the reverse lever to this position actuates a valve device A (Fig. 5)interposed in the pipe 38, 39 to admit air pressure from tank 37 tocylinder 34. lVhen the locomotive has attained a certain speed theengine man ordinarily hooks up the reverse lever, that is, moves thelever back a few notches on the quadrant, shortening the movement of thesteam valves. When this occurs the valve device A closes communicationbetween the tank and cylinder 34: and provides a vent for the exhaustionof air from the cylinder. The booster motor is therefore entrained withaxle 21 when the reverse lever of the loco-motive is moved to thestarting position and is disentrained therefrom when the locomotivereaches the speed at which the engine man ordinarily hooks up hisreverse lever.

The valve device A is constructed as follows (Fig. 5) 12 is a ca ingformed with a chamber as having an exhaust port at and a chamber 415,these chambers being connected by a port 46. A double valve consistingof heads 47, 48 adapted to cooperate with seats 19, 50 formed on abushing 51 arranged in port 46 and of a stem 52 connecting the heads, isadapted to be moved in one direction by a two-part plunger 53, 54, thepart 53 being slidably arranged within the part 54;, which is hollow,and being normally pressed against a stop nut 55 by a coiled spring 56.The plunger member 53 bears against the valve head 47. The plungermember 5 1 has a boss 55 passing through the bonnet 12 of the valvecasing 4:2 and is adapted to be engaged by a lug 57 (Fig. 2)

on the reverse lever 10 when the latter is put into the corner. A coiledspring 58 is interposed between the valve head 43 and a bonnet 59closing the chamber a5. 60 is a port with which pipe section 38communicates and which leads to the chamber 15, which latter, it will beseen, is constantly under pressure normally blocked off by theengagement of valve head 18 with its seat. 61 is a port with which pipe39 communicates andwhich leads through openings 62 in bushing 51 to theport 416. When the reverse. lever is moved to its extreme forwardposition plunger 53, 54 is actuated to move the double valve away fromthe position shown in Fig. 5 to that shown in Fig. 2, pipes 38,

'39 are put into communication witn each other and pressure is admittedto cylinder 34, the seating of valve head a7 preventing escape of airthrough exhaust port 44-. When the reverse lever is hooked up spring. 58moves the double valve to the position shown in Fig. 5 which blockscommunication between pipes 38 and 39. The air in cylinder 3% isexhausted, under pressure of spring 35, through pipe 39 and ports 61,4:6, and 14.

After the booster motor has been completely entrained with axle 21 it issupplied with steam by I the opening of a throttle valve C controlled bythe main throttle lever 15. When the time comes for the disentraining ofthe booster from axle 21 it is desirable that'the steam be automaticallycutoff from the booster before such disentrainment takes place and thatduring such period as the locomotive is operated at the high speed, themain throttle lever should be capable of manipulation for controllingthe main throttle valve without involving any corresponding movements ofthe booster motor throttle. My invention is concerned primarily with allO control apparatus capable of being so operated, and this apparatusis preferably constructed as follows: The booster throttle valve may beconstructed in any desired manner. For the purpose of illustration Ihave shown a valve of the revoluble cock type. 63 (Fig. 7) is a casinghaving a port 64 to which extends a dry pipe 65 the open end 66 of whichextends into the steam dome 11. The casing is connected at the bottom toa pipe 67 which extends to the steam chest of booster motor 20. Withincasing 63 is a hollow revoluble valve body 68 having a port 69 adaptedto register with port- 64 and provided with a stem 70 extending throughthe bonnet 71 of the valve casing and having rigid thereon an arm 72,associated with the throttle valve the throttle lever 15, fluid pressureactuated device D consisting of a cylinder 73 fastened to the lever, onehead 74: of which is formed with a port 75 connected with the cylinderof the fluid pressure actuated device by a flexible tube 76, a pipe 77and a check valve E. Within the cylinder is a piston 79 having a stem orpiston rod 80 connected by a link 81 with the arm 72 on the boosterthrottle valve. When the cylinder 73 is not under pressure piston 79 isforced against head 7 4: by coiled spring 82 as shown in Fig. 3. Thearticulation 83 between piston rod 80 and link 81, in this position ofthe parts, is in line with the fulcrum point 16 of lever 15 so that thelever may be moved in and out to control the main throttle 13 withouteffecting any movements of the booster throttle valve. lVhen compressedair is admitted to the cylinder through port 75 the piston is moved downthe cylinder, compressing spring 82 to the position shown in Fig. 2.This moves the point of connection 83 of the booster valve mechanismwith the piston rod 80, which becomes effectively an extension of lever15, so that the movement of the lever imparts rotary movement to thebooster throttle valve.

The pipe 77 is preferably let into cylinder 34 near the upper endthereof but at ashort distance below piston 33 when the latter is in itsupward position stopped against bonnet 36. The point of connection ofthe pipe with cylinder 34; is a trifle below piston 33, in its upperposition, so that when the air system exhausts the air can completelyescape from cylinder 73 before spring 35 can move piston 33 to block offpipe 77. In putting the booster into operation the air admitted tocylinder 34 must raise the piston 33 almost to the top of the cylinder,thereby bringing gear 27 very nearly into mesh with gear 29 before it isadmitted to cylinder 73, and in order to insure the complete en trainingof the booster with axle 21 which it drives. The check valve E, abovereferred to, is arranged between pipe 77 and the flexfull line positionand thereby meshin ible tube 76, this valve operating to slow down theapplication of pressure to the piston 79 so that the link mechanismconnecting the lever with the booster throttle valve is not madeeffective until the piston 33 has completed its upward movement and isfirmly held against the upper end of the cylinder by accumulated airpressure.

The check valve E is preferably constructed as follows (Fig. 6) 2 84s isa casing divided by a web 85 into chambers 86 and 87, the plug 88closing the former being formed with a port 89 with which pipe 77com1nuni cates and the head 90 at the other end of the casing beingformed with a port 91 with which the flexible tube 76 communicates. Theweb 85 is formed with a port 92 of small cross sectional area and with alarger port 93 in which is adapted to be seated a valve 94, the stein 95of which is slidably ranged in a boss 96 on plug 88, the boss beingformed with lateral ports 97 for admit ting air from port 89 to chamber86. it coiled spring 98 tends to keep valve 9% seat ed to close port 93.

Summary of opcmtion.ln starting the locomotive the engine man moves thereverse lever to the extreme forward position on quadrant 41, as shownin Fig. 2. Lug 57 on the reverse lever moves piston 53, 5-l to seat thevalve head 47 and unseat the valve head 48. Compressed air from tank 37passes through pipe 38, port 60, chamber e5, ports 4-9, 62 and 61 topipe 39, and thence to cylinder 34 of the booster entraining device B,raising piston 33 thereof from the dotted line position of Fig. 2 to theg gear 27 with gear 29 on the axle 21 designed to be driven by thebooster. As soon as piston 33 uncovers the port with which pipe 77communicates air passes from cylinder 3% to the chamber 86 of the checkvalve 83 through pipe 77 and ports 89 and 97. From chamber 86 the airpasses rather slowly through the small port 92 in web 85, the largerport 93 being closed by valve 94, into chamber 87 and from there throughflexible tube 76 and port 75 into piston 33 of the booster valveactuating device D. When sufiicient pressure has accumulated in cylinder73 the piston 79 is moved from the position shown in Fig. 3 to thatshown in Fig. 2 and the point of connection 83 of the link mechanismbetween the booster valve C and piston rod 80 is shifted from its normalposition in alinement with the fulcrum point 16 of the throttle lever toa position remote from said fulcrum point. The engine man, after settingthe reverse lever, operates the throttle lever 15 to open the mamthrottle 13. If by this time the cylinder 73 is under suflicientpressure to move piston 79 the booster throttle valve will be openedwith the main throttle. If

the engine man shifts the throttle lever before cylinder 73 is underpressure the sub sequent accumulation of pressure in the cylinder willaccomplish the same result. In either case the gradual application orpressure to cylinder 73 insures the complete entraining of the boosterwith axle 21 before the booster is set in operation by admission ofmotive fluid thereto.

then the locomotive attains a certain speed the engine man hooks backreverse lever li) in the usual manner, spring 56 eX- pands, relievingthe double valve 427, l8 from pressure on the head 4:7, and spring 58acting on the other side of this valve seats valve head 48 and unseatsvalve head lFipe 39 is now pen to the atmosphere through the end of port426 uncovered by valve head 47 and the exhaust port n in the side ofcasing 42. Spring 35 begins to move piston downwardly but before thepiston has blocked off pipe 77 spring 82 in cylinder 73 has forced theair from the cylinder through tube 76, port 93 in the check valve deviceE, valve opening under the air pressure, and through pipe '77 into thecylinder 34. The steam is, therefore, cut ofi from the booster motor bythe closing of the booster throttle C before the disentrainment or themotor from axle 21 takes place. lVith the parts of the fluid pressureactuated device l) on lever 15 in the position shown in Fig. 3, that is,with the pressure on piston 7 9 relieved, the lever 15 may be operatedto open and close the main throttle or the locomotive without effectingany corresponding movements or the booster throttle valve. in practicethe re verse lever may be provided, as shown in application Serial No.299,037 above referred to, and in other pending applications of the sameinventor, with some device which will prevent the reverse lever fromactuating valve it under conditions which would make it undesirable tocut in the booster, for enample, at such time as the locomotive isrunning at a speed to make this dangerous, but as these devices form nopart of my invention such arrangement is not shown herein.

I claim:

1. The combination with the main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of means for governing the application of motivepower to the main driving means and booster motor comprising onecontrolling member for both; and means made effective under otheroperating conditions of the locomotive whereby the manipulation oi thecontrolling member affects the control only of the main driving means.

2. The combination with the main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of controlling devices for controlling theapplication of motive power to said main driving means and booster motorrespectively; and a single controlling member having connections withthe controlling devices of the main driving means and booster motor, respectively, the latter connection being ineffective when the locomotiveis being run under other operating conditions.

3. The combination with the main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of controlling devices for controlling theapplication of motive power to said main driving means and boostermotor, respectively; and a controlling lever to operate both saidcontrolling devices under the said predetermined operating conditions,which is connected with the controlling device for the booster motor bya link mechanism that is inoperative when the locomotive is being rununder diflerent operating conditions.

'4. The combination with the main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of controlling devices for controlling theapplication of motive power to said main driving means and boostermotor, respectively; a controlling lever to operate the controllingdevice of the main driving means; and link mechanism between the leverand the controlling device of the booster motor having a point ofconnection with the lever movable to and from alinement with the fulcrumpoint of said lever.

5. The combination with the main driving means of a locomotive and abooster motor for aiding the main drivin means under predeterminedoperating conditions; of con trolling devices for controlling theapplication of motive power to said main driving means and boostermotor, respectively; a

controlling lever to operate the controlling device of the main drivingmeans; link mechanism between the lever and the con trolling device ofthe booster motor having a point of connection with the lever movable toand from alinement with the fulcrum point of said lever; and a fluidpressure operated mechanism for shifting the position of said point ofconnection of the linl; mechanism with the lever.

6. The combination with the main driving means of a locomotive'and abooster motor for aiding the main driving means under predeterminedoperating conditions; of controlling devices for controlling theapplication of motive power to said main driving in ans and boostermotor, respectively; a controlling lever to operate the controllindevice of the main driving means; linli mechanism between the lever andthe controlling device of the booster motor having a point of connectionwith the lever movable to and from alinement with o the fulcrum point ofsaid lever; and a fluid pressure operated mechanism on the lever forshifting the position of said point of connection of the link mechanismwith the lever.

7. The combination with the'main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of means for governing the operation of said maindriving means and booster motor comprising two independentlymanipulatable controlling members,'one of which governs the applicationof motive power to both the main driving means and the booster motor butis ineffective to set the booster motor in operation except when theother controlling member is in a certain position.

8. The combination with the main driving means of a locomotive and abooster motor for aiding the main driving means under predeterminedoperating conditions; of means for governing the operation of said maindriving means and booster motor comprising devices for controlling theapplication of motive power to the main driving means and to the boostermotor respectively; a single controlling member having connections withsaid controlling devices; and another controlling member manipulatableindependently of the first named controlling member which in a certainposition makes the connection between the first named controlling memberand the booster motor controlling device ineffective.

9. The combination with the main driving means of a locomotive havingtwo independently manipulatable controlling members; of a booster motor;means for operatively connecting the booster motor with and fordisconnecting it from the locomotive, the actuation of which means isconditioned upon the position of one of said controlling members;controlling devices for applying motive fluid to said main driving meansand booster motor, respectively; a connection be tween the other of saidcontrolling members and the controlling device of the main drivingmeans; and a connection between the same controlling-member and thecontrolling device of the booster motor which connection is efiectiveonly when the first specified controlling member is in a position tomaintain an operative driving connection between the booster motor andthe locomotive.

10. The combination with the main driving means of a locomotive'havingtwo independently manipulatable controlling members; of a booster motor;means for operatively connecting the booster motor with and for.tdisconnecting it from the locomotive comprising a fluid pressureactuated mechanism which is operated only when one of the controllingmembers is in a certain position, controlling devices for applyingmotive power to the main driving means and booster motor, respectively;a connection between the other of said controlling members and thecontrolling device of the main driving means; and a fluid pressureactuated mechanism which operates to establish an effective connectionbetween the last named controlling member and the controlling device ofthe booster motor but only when the first named controlling member is inposition to operatively connect the booster motor with the locomotive.

11. The combination with two motors; of controlling devices for themotors, respectively; a member having operating connections with saidcontrolling devices, respectively; and a fluid pressure actuatedmechanism for making the connection between said member and one of thecontrolling-- devices effective or ineffective.

12. The combination with two motors; of controlling devices for themotors respectively; a member having operating connections with saidcontrolling devices, respectively; and a fluid pressure actuatedmechanism on said member for making the connection between said memberand one of the controlling devices effective or ineffective.

13. The combination with two motors; of controlling devices for themotors, respectively; a member having operfating connections with saidcontrolling devices, respectively; and a fluid pressure actuatedmechanism comprising a piston and a cylinder therefor arranged on saidmember for making the connection between said member and one of thecontrolling devices effective or ineffective.

14. The combination with two motors; of controlling devices for themotors respec tively; a lever having a connection at a fixed pointthereon with one or" the controlling devices; and a link mechanismbetween the lever and the other controlling device having a point ofconnection with the lever movable into and out of alinement with thefulcrum point of the lever.

15. The combination with two motors; of controlling devices for themotors respectively; a lever having a connection at a fixed pointthereon with one of the controlling devices; a link mechaiiism betweenthe lever and the other controlling device having point of connectionwith the lever movable into and out of alinement with the fulcrum pointof the lever; and a fluid pressure actuated mechanism on the lever forshifting said last named point of connection.

16. The combination with two motors; of controlling devices for themotors, respectively; a lever having an operative connection with one ofsaid controlling devices; a cylinder on said lever, a piston in saidcylinder having a rod; and link mechanism connecting said rod with theother controlling device.

17. The combination with two motors; or controlling devices for themotors, respectively; a lever having an operative connection with one ofsaid controlling devices; a cylinder on said lever; a piston in saidcylinder having a rod; link mechanism connecting said rod with the othercontrolling device; an air supply tank and pipe leading therefrom to thecylinder; and a valve device interposed in said pipe which admit-s 'airslowly to but permits rapid exhaust of air from the cylinder.

18. The combination with the throttle valve of a steam propelledlocomotive and its lever; of a steam actuated booster motor having'athrottle valve; and means for corn trolling the latter throttle valve bymanipulation of said lever, which means is made ineffective underpredetermined running conditions of the locomotive.

19. In combination with the throttle valve of a steam propelledlocomotive and its lever; a steam actuated booster motor having athrottle valve; and a link mechanism connecting the latter valve withsaid lever which link mechanism is made inoperative under predeterminedrunning conditions of the locomotive.

20. In combination with the throttle valve of a steam propelledlocomotive and its lever; a steam actuated booster motor having athrottle valve; a link mechanism connecting the latter valve with saidlever; and means for making said link mechanism effective andineffective comprising an element movable on the lever to bring thepoint of connection of the link mechanism with the lever either out ofor into alinement with the ful crum point of the lever. I

.41. The combination with the throttle valve of a steam propelledlocomotive and its lover; of a steam actuated booster motor having athrottle valve; a link mechanism connecting the latter valve with saidlover; a cylinder on the lever; a piston in the cylinder; a piston rodmovable across the fulcrum point of the lever with which said linkmechanism is articulated; and means dependent upon the runningconditions of the locomotive for supplying pressure fluid to orexhausting the same 't'rom said cylinder.

; The combination with the throttle val e of a steam propelledlocomotive and its lever; of a steam actuated booster motor having athrottle valve; a link mechanism connecting the latter valve with saidlever; a cylinder on the lever; a piston in the cyl inder; a piston rodmovable across the fulcrum point of the lever with which said linkmechanism is articulated; means dependent upon the running conditions ofthe locomotive for supplying pressure fluid to or exhausting the samefrom said cylinder; and a check valve which makes the application ofpressure to the cylinder gradual but permits the rapid exhaust ofpressure fluid therefrom.

23. In combination with a steam actuated locomotive its main drivingmechanism and throttle and reverse levers; a steam actuated boostermotor having a throttle valve; means actuated when the reverse lever isset to a given position for providing a driving connection between thebooster motor and the locomotive, which is disengaged when the reverselever is moved from said position; and an operating connection betweenthe throttle lever and the throttle valve of the booster motor which ismade effective after the driving connection between the booster 8 andthe locomotive has been fully estab lished; and is made ineltective whenthe reverse lever is moved from said given position.

24. The combination with a steam actuated locomotive, its main drivingmechanism and throttle and reverse levers; of a steam actuated boostermotor having a throttle valve; means actuated when the reverse lever isset to a given position for providing a driving connection between thebooster motor and the locomotive, which is disengaged when the reverselever is moved from said posi tion; and an operating connection betweenthe throttle lever and the throttle valve of the booster motor which ismade effective after the driving connection between the booster and thelocomotive has been fully established and is made ineffective when thereverse lever is moved from said given position. 7

25. In combination with a steam actuated locomotive, its main drivingmechanism and throttle and reverse levers; a steam actuated boostermotor having a throttle valve; a fluid pressure actuated mechanismoperated when the reverse lever is set to a given position for providinga driving connection between the booster motor and the locomotive whichis disengaged when'the reverse lever is moved from said position; and afluid pressure actuated mechanism for estab lishing an operativeconnection between the throttle lever and the booster motor throttlevalve. 12-0 26. In combination with a steam actuated locomotive its maindriving mechanism and throttle and reverse levers; a steam actuatedbooster motor having a throttle valve; a fluid pressure actuatedmechanism operated when the reverse lever is set to a given posi tionfor providing a driving connection between the booster motor and thelocomotive which is disengaged when the reverse lever is moved from saidposition; and a fluid pressure actuated mechanism for establish- .ing anoperative connection between the throttle lever and the booster motorthrottle valve, which latter fluid pressure actuated mechanism receivesfluid pressure after the complete actuation of the first named fluidactuated mechanism.

27. In combination with a steam actuated locomotive, its main drivingmechanism and throttle and reverse levers; a steam actuated boostermotor having: a throttle valve; a

fluid pressure actuated mechanism operatedwhen the reverse lever is setto a given position for providing a driving connection between thebooster motor and the locomotive which is disengaged when the reverselever is moved from said position; a fluid pressure actuated mechanismfor establishing an operative connection between the throttle lever andthe booster motor throttle valve and a check valve which operates toretard the application of fluid pressure to the last named fluidpressure actuated mechanism while permitting the rapid exhaust of fluidpressure therefrom.

28. In combinationwith a steam actuated locomotive its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; a fluid pressure actuated mechanism forestablishing a driving connection between the booster motor and thelocomotive; a fluid pressure actuated mechanism on the throttle valvelever for effecting an operative connection between the lever and thebooster throttle valve; a source of supply of fluid pressure; and aconduit connecting said fluid pressure actuated mechanism with saidsource of supply.

29. In combination with a steam actuated locomotive, its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; :1 fluid pressure actuated mechanism forestablishing a driving connection between the booster motor and thelocomotive; a fluid pressure actuated mechanism on the throttle valvelever for effecting an operative connection between the lever and thebooster throttle valve; a source of supply of fluid pressure; a conduitconnecting said fluid pressure actuated mechanism with said source ofsupply; and a valve actuated by the reverse lever for admitting fluidpressure to said conduit.

30. In combination with a steam actuated locomotive, its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; a fluid pressure actuated mechanism forestablishing a driving connection between the booster motor and thelocomotive; a fluid pressure actuated. mechanism on the throttle valvelever for effecting an operative connection between the lever and thebooster throttle valve; a source of supply of fluid pressure; a conduitconnecting said fluid pressure actuated mechanism with said source ofsupply; and a check valve in the portion of the conduit leading to thefluid pressure actuated mechanism on the lever which retarcs theapplication of pressure thereto while permitting; the rapid exhaust offluid pressure therefrom.

31. In combination with a steam actuated locomotive its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; a fluid pressure actuated mechanism forestablishing a driving connection between the booster motor and thelocomotive; a fluid pressure actuated mechanism on the throttle valvelever for effecting an operative connec tion between the lever and thebooster throttle valve; a source of supply of fluid pressure; and aconduit connecting said fluid pressure actuated mechanism with saidsource of supply so that said mechanisms are operated successively inthe order named.

32. In combination with a steam actuated locomotive its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; a fluid pressure actuated mechanism for establishing a driving connection between the booster motor and thelocomotive; a fluid pressure actuated mechanism on the throttle valvelever for effecting an operative con nection between the lever and thebooster throttle valve; a source of supply of fluid pressure; a conduitconnecting; said fluid pressure actuated mechanism with said source ofsupply so that said mechanisms are operated successively in the ordernamed; and a valve actuated by the reverse lever for admitting fluidpressure to said conduit.

In combination with a steam actuated locomotive its main driving meansand throttle and reverse levers; a steam actuated booster motor having athrottle valve; a fluid pressure actuated mechanism for establishing adriving connection between the booster motor and the locomotive; a.fluid pressure actuated mechanism on the throttle valve lever foreflecting an operative connection between the lever and the boosterthrottle valve; a source of supply of fluid pressure; a conduitconnecting said fluid pressure actuated mechanism with said source ofsupply so that said mechanisms are operated successively in the ordernamed; and a check valve in the portion of the conduit leading to themechanism on the lever which retards the application of fluid pressurethereto while permitting the rapid exhaust ot' fluid pressure therefrom.

3%. In combination with a steam actuated locomotive its main drivingmeans and throttle and reverse levers; a steam actuated booster motorhaving a throttle valve; a

fluid pressure actuated mechanism for establishing a driving connectionbetween the booster motor and the locomotive; a fluid pressure actuatedmechanism on the throttle valve lever for efliecting an operativeconnection between the lever and the booster throttle valve; a source ofsupply of fluid pressure; a conduit connecting said fluid pressureactuated mechanism with said source of supply so that said mechanismsare operated successively in the order named;

a valve actuated by the reverse lever for admitting fluid pressure tosaid conduit, and a valve disposed in the portion of the conduit leadingto the mechanism on the lever which retards the application of pressureto said mechanism while permitting the rapid exhaust of fluid pressuretherefrom.

In testimony whereof I have hereunto signed my name. 7

RAY M. BROWN.

